Train-stop.



E. 0; STAFFORD.

TRAINETOP.

APPLICATION FILED JULY 13, 19!.3. RENEWED MAY 5.191. v

1,4t9,66w Patented Dec. 11, 1917.

3 SHEETS-SHEET I Imaewtom Jmo E. C. STAFFORD.

TRAIN STOP. 7

APPLICATION FILED JULY 13,1915. RENEWED MAY 5.1917.

1,249,686. Patented Dec. 11, 1917.

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application filed July 13, 1915, Serial No. 559,551. Renewed May 5, 191?.

To all whom it may concern;

Be it known that L Earn 10. STAFFORD, a resident of l vilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Tmprovements in Train-Stops, whereof the following is a specification, reference being had to the accompanying drawings.

The invention relates to automatic train stops and more particularly to a device for controlling the application of the air brakes to a train by both electrical and mechanical means. i

Tt is one object cl. my invention to provide an automatic train stop which i adapted for use in connection with a block system and which will prevent a train from entering a block unless the signal is set at safety.

A further object of my invention is to pro vide a device which may be used in connection with third rail and so arranged that the third rail will operate both the mechanical and electrical means.

A still further object of my invention is to provide an electrical means of control which only requires a small amount of current to operate it, and which is so arranged that the brakes will be applied before entering a block it there is anything wrong" either with the connections in the train stop device carried by the engine or with the connections at the signal station controlling the block.

The invention consists generally of a valve controlling the application of the air brakes subject to both mechanical and electrical control. The mechanical control is arranged to prevent the application of the brakes encept when the train is in contact with a third rail. Whenever the train comes in contact with a third rail. the mechanical control is released and the brakes will be applied unless the electrical control operates to prevent their application. The electrical con trol operates in connection with the sigmals, and is so arranged that it can only prevent the brakes from operating when the signals are set at safety.

The current for the electrical control of the engine apparatus is furnished from the signal station through the third rail. By merely breaking the circuit, the current is prevented from reaching the controlling:

Specification of Ztetters Patent.

Patented ldaec. it, 191%.

Serial. no. 166,769.

device and the train is stopped. tie that it the apparatus becomes in any way inoperative through the failure of the battery, or a ground in the circuits the electrical con trol is destroyed and becomes inetl ective to prevent the application of? the brakes and the train will be immediately stopped.

Referring; to the accompanying drawings,

Figure T, is a face view of the automatic train stop apparatus carried by the engine rail and the means for adjustably support ingthe same.

V, is a diagrammatic view of one of the signal stations and the electrical connections for the corresponding block section.

Fig. VT, is an elevational view on a reduced scale showing the engine apparatus with the cover closed.

Referring first to Fig. V, T have shown more or less diagrammatically a signal station and connections, of the type with which my automatic train stop is adapted to be used.

The rails 2, and 3, of block 1 are energized from battery i, and form a circuit with lines 5, and 6, which includes an electromagnet 7, and thereby controls the movable contacts 8. and 9. Battery 10, operates a motor 11, which in turn holds the signal 12, set at clear position. The circuit of battery 10, is in turn controlled through contact 8* by the magnet '2'. l l hen the magnet is deenergized, the contact is opened, thereby breakingthe circuit and permitting the sip;- nal to swingby gravity to the danger positlon.

Each block in insulated from the others in the well known manner. l/Vhen a train enters block 1, the battery 4, is short eircuited, thereby deenergizing magnet 7., and open ing contact 8. it will thus be seen that as long as a train remains on block 1., signal 12, will. be set at danger. ldut as soon as the trainleavcs the blocln magnet t, closes com llllll tact 8, and the signal is moved to the clear position. Inasmuch as these signals are set by gravity, it will be apparent that any breaking or failure of the signaling system will set the signals at danger.

In connection with each block is a third rail 15, (see Fig. IV) adapted to coiiperate with a shoe 50, carried by the engine, and placed so as to form a contact with the engine just before it enters the block. The under face of this rail is provided with a substantially horizontal surface 16, in the middle, and an inclined cam surface 17, at each end, whereby the shoe is gradually depressed and released without causing any undue strain to any of the parts.

Referring to Fig. V, one terminal of battery 20, leads to the third rail 15, through the line 21, and contact 9. The other terminal is connected by line 22, with contact 13, and grounded at 23. Contact 13 is controlled by signal 12, through the link 14, and is opened whenever the signal is set at danger. The circuit is completed through the third rail in a manner to be more definitely hereinafter described.

The automatic stop apparatus is carried by the engine and is shown in Figs. I and II. It consists of a valve chamber 25, which is connected by a pipe 26, to the train pipe (not shown). Located within the chamber is the valve 27, which coiiperates with the valve seat 28. The valve is supported by a spring 29, and a rod 30, which slides in a sleeve 31. Spring 29, engages the valve 27, at one end and the sleeve 31, at the other, and its tension may be increased or decreased by adjustment of the sleeve 31. This tension is regulated so as to close the valve when the pressure has gotten below the point at which the brakes are tightly set.

The size of the outlet opening 32, may be regulated by a bushing 33, provided with an opening 34, of the proper size to allow the escape of the proper amount of air from the train pipe. By varying the size of the opening, the time period within which the brakes are applied and the train is stopped may be varied.

Screw 35, threaded in the roller arm 36, supports the lower end of rod 30, and may be adjusted and thereafter clamped in adjusted position by jam nut 37 Arm 36, is pivoted at one end at 38, and provided at the other end with a roller 39. Roller 39, engages cam 40, on the arm 41, which is pivoted at 42, and provided with a slot 43, which engages the stud 45. Stud 45, is mounted on the slide bar 46, which is capable of vertical reciprocation and is supported in its upper position by a bolt 47. In this upper position both the arm 41, and the roller arm 36, are held in their raised positions, under the action of stud 45, and cam 40, so that the valve 27, is held closed as shown in Fig. 1.

Shoe 50, which is adapted to engage the third rail 15, is pivotally mounted upon a rod 51, and completely insulated from the rest of the device and the engine on which 79 it is carried. It is normally held in a raised position by springs 52. In this position bolt 47, which is pivoted to shoe 50, at 53, engages the lower end of the slide bar 46, supporting it in its upper position and closing 'i i the shoe gradually to the releasing position.

lVhen the shoe first comes in contact with the third rail at the end thereof, it is in the raised position, but as it moves along, it is gradually lowered until bolt 47, is entirely withdrawn.

It will be seen, therefore, that the Incchanical control is effective to prevent the application of the brakes at all times, except when the shoe is in contact with the third rail. It is at this point that the elec trical control becomes effective. This operates through a latch 60, formed integrally with an arm 61, pivoted at 64, and. supported by bracket 63. r'lrrm 61, carries an armature 62, loosely mounted on a stud 65, and held in operative relation to the eleel romagnet 66, which is also supported by the bracket 63. One terminal 67, of magnet is grounded while the other terminal 63, is

connected by the conductor 69, to the shoe 50, which as noted above is insulated from the rest of the device.

Latch 60, is adapted to engage a slot 48, in the slide bar 46, and when arm 61, is held in its lower position, it prevents the slide bar from dropping and prevents the valve from opening. This occurs whenever the magnet 66, is energized, which owing to the way in which the magnet is connected, can only occur through the third rail.

Referring again to Fig. V, it will be seen that if contacts 13, and 9, are both closed, a circuit is made with battery 20, through the third rail 15, electromagnet 66, and grounds 6?, and 23. So that the magnet will not be energized unless the shoe is in contact with the third rail and contacts 9, and 13, both closed. That is, only when there is no train on the block and the signal is set for safety.

Any break or failure in the circuit merely prevents the third rail from being onergized, and prevents the operation of the till electrical control, so that the slide bar 46, will drop by gravity, open. the valve, and cause the automatic stopping; Oil the train.

lit will. be seen that by the arrangement of the roller arm 36, and the cam arm ll, that the force exerted by valve pressure on the slide bar &6, will be very much decreased, so that only a very slight pressure on the arm 61, ot the latch 60, will sullico to hold the slide bar in the raised position. ln this way very much less current is reipiired to enable the electromagnct G0, to attract and hold down the armature (352, than it the valve acted directly on the slide bar 41:6.

The whole device is mounted on a back plate 70, which provided with appropriate bearing plates and a casing '71, which surrounds all the operative parts except the shoe 50. In this form it is a neat and compact device which may 3e easily attached to any locomotive.

in order to close the valve atter it has been opened, it is ncrpssary to raise slide bar 40, by hand, so that bolt 4:7, may assume the supporting; position beneath the slide bar, when the shoe 50, is released. Pr door or cover l2, may be provided in casing 71., so as to afl'ord access to the slide bar. And by placing a sealed latch on each door it is possible for an inspector to tell at once whether the brakes have been applied or not.

Having thus described my invention, l claim:

1. In an automatic train stop, the combination of a valve; a valve rod connected to said valve; a roller arm pivoted beneath said valve and adapted to support the said rod," a slotted cam arm cooperating with said roller arm; a vertically reciprocating; slide bar provided with a stud engaging said slotted cam arm, whereby the valve is held closed when said slide bar is in its upper position and permitted to open when in its lower position; and mechanical and electrical means for holding said slide bar in its upper position.

2. ln an automatic train stop, the combi nation of a valve; a valve rod connected to said valve; a roller arm pivoted. beneath said valve and adapted to support the said rod; a slotted cam arm cooperating; with said roller arm; a vertically reciprocating slide bar provided with a stud engaging; said slotted cam arm, whereby the valve is held closed when said slide bar is in its upper position; slot in said slide bar; a latch engaging said slot and adapted to hold said slide bar in its upper position; an armature carried by said latcln; an electromagnet so set in relation to the armature as to attract it and hold the slide bar in the upper position when said electromagnct is energized.

2-). in an automatic train stop, the combination oi a valve: a valve rod connected to said valve; a roller arm pivoted beneath said valve and adapted to support the said rod; a slotted cam arm cooperating with said roller arm; a vertically reciprocating; slide bar provided with a stud engraving said slotted cam arm, whereby the valve is held closed when said slide bar is in its upper position. and permitted to open when in its lower position; a locking bolt adapted to engage said slide h r from beneath and hold it in its raised position; and means for withdrawinp; said bolt from beneath said slide bar when the train comes in contact with a third rail.

l. lln an automatic train stop the combination oil? a. controlling valve for the air brakes; a vertically reciprocating slide bar,

nleans whereby said valve is held closed when said bar is in its upper position and permittedto open when in its lower position; a shoe adapted to engage a third rail and be depressed thereby; a locking bolt adapted to engage said slide bar from beneath and hold it in its upper position, said bolt being; pivoted to said shoe and withdrawn from beneath the slide bar when said shoe is depressed, thereby allowinp; the slide bar to descend.

5. in an automatic train stop, the combination of a valve controlling the air brakes: a vertically reciprocating); slide bar; means whereby said valve is held closed when said slide bar is in its upper position, and permitted to open when it is in lower position; a shoe adapted to engage a. third rail and be depressed thereby; a locking bolt adapted to engage said le bar and hold it in its upper position, sid bolt being pivoted to said shoe so as to be withdrawn trom beneath said bar when said shoe is depressed, thereby allowing; the slide bar to descend; a casing surrounding said valve and slide bar provided with an opening, whereby said valve may be set, and means for closing: said opening.

lln testimony whereoili, l have hereunto signed my name, at lPhiladelphia, Pennsylvania, this tenth day of July, 1915.

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triplet at this patent may he obtained tor live cents each, by addressing the loinnilaaloncr all hatenta, "Washington, it. It,

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